Motor vehicle operating data collection and analysis

ABSTRACT

A method and apparatus for collecting, uploading and evaluating motor vehicle operation utilizing on-board diagnostic components (OBDII) and ground positioning satellite (GPS) systems whereby operator identifiable behavior can be rated for driving safety and other characteristics.

CROSS REFERENCE TO RELATED APPLICATION

This application claims the benefit of and priority to U.S. ProvisionalApplication No. 60/467,845 entitled “Motor Vehicle Operating DataGathering Methodology and Analysis for Eventual Use with UnderwriterStatistic Metrics” and filed May 6, 2003.

BACKGROUND OF INVENTION

1. Field of Use

The invention pertains to a method and apparatus for evaluating recordeddata of a driver's operation of a motor vehicle. The invention utilizestime marked data that can be correlated with information from separatedata bases, particularly data that is also time marked. The recordeddata may facilitate the vehicle owner monitoring the use of the vehicleby others, e.g., employees, automobile renters or family members, e.g.,teenage drivers. The recorded data may also provide an objectivebehavioral data collection system for third parties, e.g., life andhealth insurance companies, lending institutions, potential employers,to evaluate an individual's behavioral characteristics in a real lifeand commonly experienced situation, i.e., driving a motor vehicle.

2. Prior Art

Several commercial mechanisms are available on the market that providemeans to monitor vehicle use. One example is the Alltrackusa productthat relies on a global positioning satellite (GPS) system to trackvehicle operation. Such systems employ a calculating methodology todetermine speed and acceleration by using the position differentialimplied by the GPS. Conversely, Davis Technologies markets the CarChipproduct which is a passive OBDII data recorder for hobbyists and carenthusiasts who want to record their engine performance. Theshortcomings of the Alltrackusa “GPS only” application is that actualspeed information is not available during intermittent losses of the GPSsignal, which are frequent. This limits the product's usefulness forcreating a complete dataset suitable for developing a useful andobjective driver safety ratings. The shortcoming of the CarChip productis that the unit does not provide GPS capability and the target marketis for car enthusiasts who want to monitor engine diagnostics. Bothexisting technology developments have the inherent shortcoming of localdata storage and reporting. This feature limits the usefulness of thedata and does not allow for the development of an independent ratingsystem.

U.S. Pat. No. 6,064,970, assigned to Progressive Casualty InsuranceCompany, discloses a method and system for determining the cost ofautomobile insurance based upon monitoring, recording and communicatingdata representative of operator and vehicle driving characteristics. Thesystem includes use of a wireless up-link to a central control stationto communicate “triggering events”.

U.S. Pat. No. 6,064,970 defines a methodology for private insurancequotes based on endogenous driver variables that are acquired from thecustomer or collected by the insurance company. U.S. Pat. No. 6,064,970does not teach an apparatus and business process that allows customersto voluntarily create datasets that are then objectively interpreted bya third party and converted to objective safety ratings, much as creditpayments or delinquencies are converted to an objective credit rating,or company debt histories converted to a bond rating. This distinctionis vital in order to promote the adoption of driver monitoringtechnology and guarantee that it is utilized in a manner that promotesthe most societal good, rather than simply being the exclusive purviewof one company's insurance premium pricing structure.

The existing systems and devices also ignore the profound behavioralcharacteristics exhibited by drivers in operating motor vehicles, e.g.,aggressiveness or patience, caution or recklessness, compliance withlaws etc. These characteristics are relevant to each individual'sbehavior in other situations including performance of job duties,behavior in stress, and meeting obligations owed to others. Thesebehaviors cannot be ascertained unless the information is uploaded to acentral server to create a comprehensive database for comparison anddevelopment of useful profiles. Existing technology applications do notcentrally store the data and interpret it in context to provide a usefulservice to society.

SUMMARY OF INVENTION

The present invention teaches the uploading, evaluation and storing ofrecorded date and time stamped operating data (“time marked data”) froma motor vehicle component and the subsequent upload to a CPU or centralweb-server for objective analysis. The data may also be location markedand thereby allow the vehicle data to be correlated with separate timeor location specific databases. The recording of the data to a separatedevice can in such a manner as to insure a complete dataset, minimizefraudulent use, and thus insure the accuracy and usefulness of said datato third parties. Utilization of the data may be subject to terms ofagreements among the vehicle operator, the vehicle owner, insurancecompanies and underwriters (health, life or auto, etc.), researchprofessionals, marketing and advertising firms, legal representatives,governmental authorities or other institutions.

Since the data may be time marked with an accurate atomic clock signal,the data can be cross correlated to other information database that isalso time or location specific. This data could include weather events,construction schedules, sporting events, traffic databases, and othertime or location dependent information that puts the driver operatingdata in context and makes it objectively useful. The datamanipulation-analysis includes assessing the driver's driving behaviorby putting the data in context with the applicable local speed laws,signage, traffic signals, weather, and other geographic dependencies.

The invention can utilize publicly a variety of currently monitoredvehicle information from vehicle systems such as an OBDII (on-boarddiagnostic) or CAN (car area network) data-port. This time marked datamay include vehicle speed, throttle position, oxygen sensor data, etc.This information is sequentially recorded at regular intervals fromvehicle onboard diagnostic systems, thereby creating a time marked dataset of individual data points. The data set of time marked sequentialdata points may include the vehicle's corresponding GPS (globalpositioning satellite) position.

The basic intent of the new application is to insure data integrity.Having multiple sources of vehicle data will insure data accuracy. Forexample, speed can either be inferred from the GPS position and timestamped data by calculating the distance between recorded locations anddividing by the time increment, or by accessing speed values directlyfrom the OBDII port. Similarly, the vehicle's odometer reading can begathered three different ways: first, it can be accessed through theOBDII extended dataset if the car manufacturer grants permission,secondly, it can be calculated from the GPS location and time stampeddata, third it can be calculated from the speed data logged directlyfrom the OBDII port, then multiplied by the time increment to getdistance. Having multiple sources of data insures data integrity bycrosschecking. Time and location stamping the data allows forcrosschecking against other information databases such as weather,traffic, etc.

This collected data is transferred to a CPU and may be uploaded to acentral web-server for evaluation and storage. The invention utilizesdata obtained from individual vehicle monitoring and instrumentationdevices already built into motor vehicles since 1996. The invention canalso utilize information from supplemental instrumentation such as GPSdevices installed on motor vehicles.

The invention teaches transfer of the time marked information from thecollection system within the vehicle to a separate CPU and the flexible,multi stage evaluation of the collected data for variable factors orcriteria. The invention permits a weighted profile to be created thatcan be correlate both frequency and severity or significance ofbehavior. This weighted profile is useful because the data integrity hasbeen insured by multiple sources.

The invention also teaches a business subscription service that can beused in conjunction with the recording/analysis apparatus. The methodallows analytic comparison within groups using collected data fromseparate units. This analysis can allow assessment and comparison of avariety of life style/health factors. The analysis, based uponhistorical and accurate data, can be used in conjunction with otherdemographically relevant information.

BRIEF SUMMARY OF DRAWINGS

The accompanying drawings, which are incorporated in and constitute apart of the specification, illustrate preferred embodiments of theinvention. These drawings, together with the general description of theinvention given above and the detailed description of the preferredembodiments given below, serve to explain the principles of theinvention.

FIG. 1 illustrates a matrix of time marked vehicle data that can beevaluated by the invention.

FIG. 2 illustrates an overview or summary of logic steps of oneembodiment of the invention.

FIG. 3 illustrates starting steps of an embodiment of logic flow stepsthat can be incorporated into the evaluation method of the presentinvention.

FIG. 4 illustrates an embodiment of logic steps that may be taken by theuser for properly logging into the system taught by the invention.

FIG. 5 illustrates logic steps utilized in one embodiment of theinvention that are taken in uploading information.

FIG. 6 illustrates the logic steps utilized in one existing embodimentof the invention for reading and commencing revaluation of uploadedfiles.

FIG. 7 illustrates logic steps incorporated into one embodiment of theinvention wherein uploaded recorded information may signal the end ofone driving event and the start of a separate trip.

FIG. 8 illustrates logic steps utilized to achieve continued calculationof vehicle acceleration from uploaded time marked speed data for asingle trip.

FIG. 9 illustrates the logic steps utilized to by an embodiment of theinvention to continuously evaluate recorded GPS time marked trip dataand correlate data to separate a separate data base containing streetand speed limit information.

FIG. 10 illustrates the sequential relationship of data evaluation forspeed, acceleration, etc. infractions.

FIG. 11 illustrates the detailed logic steps for determining a speedviolation from each time marked data point of vehicle speed with thematrix of recorded information and the assessment of penalty point forthe Driver Safety Rating.

FIG. 12 illustrates the detailed logic steps for continuous evaluationof compute vehicle acceleration and assessment of penalty point for theDriver Safety Rating.

FIG. 13 illustrates the detailed logic steps for evaluation of a “timeof day violation” in recognition that driving after sunset is inherentlyless safe than driving in daylight.

FIG. 14 illustrates the logic steps for continued evaluation of the timemarked GPS and vehicle speed data in correlation with a separate database containing road sign information to verify, for example, that thevehicle has been operated in compliance with a stop sign.

FIG. 15 illustrates the logic steps of an embodiment of the inventionwherein the Driver Safety Rating (DSR) is calculated.

FIG. 16 illustrates the logic steps for deduction of penalty points fromthe DSR.

FIG. 17 illustrates the deduction of past penalty points from acalculated DSR for a separate and later driving event.

FIG. 18 illustrates the application of past penalties utilizingweighting scheme based upon penalty weight inverse to elapsed time.

FIGS. 19A, 19B, 19C and 19D comprise a table of actual recorded timemarked speed data an assessed violation/penalty utilizing an embodimentof he invention.

FIG. 20 illustrates the home page displayed to a user of an embodimentof the invention that incorporates the logic flow sequences illustratedin FIGS. 2 through 18 herein.

FIG. 21 illustrates the log in page displayed to a user of an embodimentof the invention.

FIG. 22 illustrates the screen page displayed to the user after logginginto the invention allowing the user to select among multiple drivershaving recorded driving data uploaded within the database of theinvention.

FIG. 23 illustrates the screen display allowing the user to view variousdriving events of the selected driver that are within the inventiondatabase and for which a Driver Safety Rating has been computed.

FIG. 24 illustrates the screen display providing the type of violationand computed DSR for each violation type for a selected trip.

FIG. 25 illustrates the screen display of evaluated trip data derivedfrom the matrix of time and location marked data.

FIG. 26 illustrates a map of the actual travel of the vehicle asrecorded and evaluated based upon several data bases utilizing the timemarked and location marked data.

FIG. 27 is a representation of the display screen of the inventionshowing the streets traveled during a selected driving event as well asthe time and speed limit.

It will be appreciated that the foregoing drawings illustrate only oneembodiment of the invention and that numerous other variations may becreated within the scope of the described invention.

DETAILED DESCRIPTION OF INVENTION

The above general description and the following detailed description aremerely illustrative of the subject invention and additional modes,advantages and particulars of this invention will be readily suggestedto those skilled in the art without departing from the spirit and scopeof the invention.

The invention comprises multiple steps, beginning with the collection ofdata at regular time intervals, preferably at least as frequently asapproximately every two seconds. The data includes the publiclyavailable operational data from the OBDII port such as speed and enginethrottle position or other variable power controls of the vehicle powersource. It may also include so called “extended OBDII” datasets that arespecific to each manufacturer and also available with manufacturerpermission such as odometer, seat belt status, activation of brakes,degree and duration of steering direction, etc., and implementation ofaccident avoidance devices such as turning signals, headlights,seatbelts, activation of automated braking systems (ABS), etc. Theposition and movement of the vehicle can also be collected utilizing aGPS system. Other information regarding the operation of the vehicle canbe collected since the extended OBDII set includes a whole host ofengine or other power source diagnostic variables. Further the inventionapplies to other data systems being developed and implement. An exampleis the CAN (car area network).

One embodiment of the invention utilizes data points of various systemsand operations collected at substantially simultaneous intervals,thereby creating sequential “data points” containing information frommultiple sources pertaining to vehicle operation and movement. The datapoints are recorded at regular intervals. These intervals can be ofvaried duration. For purpose of illustration of the invention herein,the intervals are specified to be every two seconds.

The data can be recorded or transferred to various removable electronicstorage devices, including but not limited to flash memory cards nowutilized for digital cameras, etc. Utilizing such portable storagemedia, the data can be transferred to another electronic data readingdevice such as a CPU or CPU linked to an Internet server. The data canbe then transferred, stored, manipulated and analyzed (“evaluated”) asdesired to provide information concerning not only the location andduration of vehicle operation, but also the manner in which the vehiclewas operated. For situations where multiple drivers utilize multiplevehicles, each vehicle can be equipped with a non-removable memory torecord all its operation, regardless of which driver utilizes thevehicle. This data can then be reconciled with the data downloaded bythe driver through his or her personal flash memory card. Gaps in thedata can then be investigated by an employer, parent, owner of a rentalvehicle, or otherwise responsible party.

FIG. 1 illustrates one embodiment of the type and variety of informationthat may be recorded and uploaded for evaluation by the invention. Thecaptured information illustrated in FIG. 1 are “Engin on/off” 1, “speed”2, “throttle” 3, “GPS position” 4, “brake on/off” 5, “headlights” on/off6, “turn signals” on/off and direction 7, “seatbelt on/off” 8, “c-phoneon/off” 9, and “sting positn” (steering wheel position) 10. Theinvention captures information for each category for each time interval(t₁, t₂, etc.). The collected data is thereby time marked or timestamped. The data may be evaluated for selected and variable criteria.As illustrated in FIG. 2, time marked data of the variety shown in FIG.1, can be acquired 20-1 and uploaded 20-2 into the variable evaluative20-3 algorithm of the invention. The algorithm may be used toobjectively rate 20-4 the data for selected factors of driver safety.Note that not all recorded data is required to be evaluated and thestored data 20-5 can be re-evaluated for differing criteria and factors.Therefore, a data base may be created for identifiable and separableindividuals. The data base may track driving and other behavior habitsover time.

The operational information may be identifiable to specific operator(s)and include time stamped data and geographic location. Operator identitycan be one of many additional data inputs for each time intervalrecording in FIG. 1. Further, comparison of recorded speeds at differingdata points can provide information regarding vehicle acceleration orde-acceleration (rate of acceleration). As indicated, these calculationscan be inferred from GPS, or measured directly from the OBDII port toinsure data integrity. Multiple data sources can be used for comparisonor validation of individual recorded data. For example, see FIG. 9discussed infra. Correlation of vehicle speed with vehicle directionalinformation can also be compared to GPS data of the vehicle travel. Theability to analyze and compare various data sources can provide enhanceddata accuracy and validity. The multiple data sources also providecontinuity of information when individual data sources may beinterrupted, such as temporary interruption of a GPS signal. Thiscontinuous monitoring is vital to create objective driver safety ratingsthat include a complete set of the vehicle's operating data.

FIG. 3 illustrates starting steps of an embodiment of logic flow stepsthat can be incorporated into the evaluation method of the presentinvention. These steps are implemented after the vehicle operation datahas been collected. The system first queries whether the user is loggedon or connected to a CPU 31. If not logged on, the user is prompted tolog on 32. If logged on, the system uploads files of collected data fromthe vehicle 33. The system may first process and list the trips recordedin the uploaded collected data 34. The system can display the tripdetails 30-5, including trip map 36.

FIG. 4 illustrates an embodiment of logic steps that may be taken by theuser for properly logging into the system taught by the invention.Properly logging into the system begins at the log in page 32-1. Anexample of a log in page is illustrated in FIG. 21 .The user can beprompted to enter the user and password and then to click on the “Log-inbutton” 32-2. The system then checks the log in information in thedatabase to validate the user. After being validated, the user can bedirected to the “Upload File of Collected data from vehicle” 33. (SeeFIGS. 3, 21 and 22.)

FIG. 5 illustrates logic steps utilized in one embodiment of theinvention that are taken in uploading information. The user can selectthe driver of interest from the driver names contained in the database33-1. The file page for the selected driver(s) is then displayed 33-2and the user can be prompted to unload the information pertaining to theselected driver into the system. See for example FIG. 23. illustrating ascreen display that allows the user to view various driving events ofthe selected driver that are within the invention database. Theinformation can then be collected and uploaded 33-4. The system can thensave the information about the trips to the database 33-5. The user canthen be directed to the list trips screen (See FIG. 3)

FIG. 6 illustrates the logic steps utilized in one existing embodimentof the invention for reading and commencing revaluation of uploadedfiles. The logic may first provide reconciliation between the local timezone and the UTC time 34-1. The logic sequence then can query whetherthe system has finished reading the uploaded file 34-2. If the user'ssession is not completed, the reading of a new trip can begin. Thereading commences at a new point on the uploaded file 34-4. The logicsequence queries whether the unloaded file indicates that a new trip hasbegun 34-6. (See FIG. 7.) If a new trip has not begun, the logicsequence continues reading at a new point on the uploaded file andthereby continuing the review of the trip file. If the uploaded dataindicates a new trip has commenced, logic sequence then evaluates thetrip. Evaluation can include for example, calculating the accelerationfor the trip 34-5, obtaining the street names and posted speed limits34-7, identification of violations (e.g., excess speed andacceleration/de-acceleration) 34-8 and calculation of a DSR rating 34-9.After completing the trip DSR, the system returns to the uploaded file34-2. If there are no unread files, the information, includingcalculations, is stored in the database 33-5. Note the calculations andinformation storage occurs apart or separate from the data collectioncomponents located in the vehicle.

FIG. 7 illustrates logic steps incorporated into one embodiment of theinvention wherein uploaded recorded information may signal the end ofone driving event and the start of a separate trip. The sequenceillustrates one embodiment of the logic steps determining whether a newtrip begins. (See FIG. 6, item 34-6.) The system queries 35-1 whetherthere is more than a minimum time gap in the recorded data. If yes, thelogic program classifies the new information to be Dart of a separate“new trip” 34-3. If there is no gap in recorded data, the system Querieswhether there has been a change in vehicle location 35-2. If there is nominimum gap of OBDII data but the GPS location data is unchanged formore than the minimum time 34-2 & 34-3, the new GPS data begins a newtrip. (For example, if the car is parked for more than the minimum time,e.g. 15 minutes, with the engine idling, resumed movement of the vehicleafter the 16 minute of engine idling, i.e. the vehicle enginecontinuously operating, would start a new trip.) Until there is morethan a minimum time gap is engine (OBDII) data or change in vehicleposition, a new trip is not deemed to start and the logic continues toread the data as new data of a continuing trip 34-4.

FIG. 8 illustrates logic steps utilized to achieve continued calculationof vehicle acceleration from uploaded time marked speed data for asingle trip. As the trip continues 35-4, the next speed data pointcreates a new pair of data points. i.e. the prior data point and thecurrent new speed data point 35-5. The logic program calculates theamount of time 35-6 and the change in speed between the two speed datapoints 35-7. The change is speed per unit of time is the vehicleacceleration 35-8.

FIG. 9 illustrates the logic steps utilized by an embodiment of theinvention to continuously evaluate recorded GPS time marked trip dataand correlate data to separate a separate database containing street andspeed limit information. The logic Program continues from the FIGS. 6and 7 (see item 34-6 in FIG. 6). If the trip is not finished 35-4, thenext data point is evaluated whether it contains a valid GPS data 35-11.If yes, the logic system accesses a separate database containing road orstreet information. After determining the nearer road segment 35-12, thestreet name and posted speed limit for that identified road segment isobtained from the database 34-6. The logic system again determineswhether trip has been finished 35-4 and if yes, correction is made forcrossing street error 35-9. For example if data point t₁ is determinedto be nearest Jones Street with speed limit 45 mph and data point t₂ isdetermined to be the intersection of Jones and Smith Streets where SmithStreet has a speed limit of 35 mph and at data point t₃ is determined tobe at Jones Street with the continued speed limit of 45 mph, no speedviolation will be identified 34-7. (Reference is also made to thecollection of data points in FIG. 1.)

FIG. 10 illustrates the sequential separate relationship of dataevaluation for speed, acceleration, etc., infractions, The sequenceillustrates the evaluation of uploaded data for speed violations 36-1,acceleration violations 36-2, time of day violations 36-3 (i.e.,“deductions” to the DSR for driving at night or high risk weekend timesegment), and sign adherence violations 36-4. It will be appreciatedthat the sequence is illustrative only and may be abridged, supplementedor reordered.

FIG. 11 illustrates the detailed logic steps for determining a speedviolation from each time marked data point of vehicle speed with thematrix of recorded information and the assessment of penalty point forthe Driver Safety Rating. The logic program evaluates the uploaded datato determine ascertains whether the trip is finished 35-4. If not, thelogic program obtains the next point having a valid GPS and engine data35-9. (Reference is made to FIG. 9, items 35-4, 35-10, 35-11.) The logicprogram next queries whether the vehicle speed exceeds the posted limit36-5. If the posted speed limit is not exceeded, there is no currentviolation 36-6. If the speed exceeds the costed limit 36-5, the logicprogram queries 36-8 whether the vehicle is operating in concurrentviolation, e.g., high-risk driving time violation, accelerationviolation, etc. as listed in Figure 10. If the concurrent violation isof the same type 36-9 i.e., speed violation, the vehicle will be deemedto be operating in a continuing speed violation and DSR point deductionincreased 36-10. If not of the same type 36-11, a separate DSR deductionwill be calculated. The logic program then again queries whether thetrip is finished 35-4.

FIG. 12 illustrates the detailed logic steps for continuous evaluationof vehicle acceleration and assessment of penalty point(s) to the DriverSafety Rating. This logic step, which is separate from the speedviolation step (reference to FIGS. 10 and 11) starts at the same point35-4 and 35-9 (reference again to FIG. 9). The vehicle acceleration isseparately calculated as illustrated, for example, in FIG. 8 discussedabove. Continuing with FIG. 12, the logic program queries 37-1 whetherthe acceleration exceeds a specified limit. If no, there is adetermination 37-2 of no current excess acceleration violation and thelogic program returns to the beginning step 35-4. If the specified“x-limit” rate of acceleration 37-1 is being exceeded, the logic programqueries 37-3 whether there is a concurrent violation. If there is aconcurrent violation, the logic program 37-4 queries whether theviolation is of the same type (e.g., continued acceleration in excess ofthe specified limit) and if yes, the DSR deduction is increased 37-7. Ifthe is no concurrent violation, the logic program continues 37-5 andqueries whether the vehicle speed is in excess of a specified limit. (Itwill be appreciated that a vehicle has a relatively high rate ofacceleration in the first moment of movement from a stopped position,but simultaneously has a relatively slow speed.) If the speed is not inexcess of the specific “x” limits, there is no violation (currentviolation=null) 37-6. If the vehicle speed exceeds the specified limit37-8 (which may differ from the posted speed limit for the road segmentas determined with reference to FIGS. 9 and 11), a new concurrentviolation is assessed. The new current violation type is then determined37-9 depending upon the acceleration. The logic program then repeats andreturns 35-4 to the query of whether the trip is finished.

FIG. 13 illustrates the detailed logic steps for evaluation of a “timeof day violation” in recognition that driving after sunset is inherentlyless safe than driving in daylight. The logic program first ascertainswhether the trip is finished 35-4. If not, the, the logic programobtains the next point and engine data 38-1. The logic program nextqueries if the speed is greater than 0 and local time is greater than“after sunset” 38-2. If no, there is no violation 38-3 and the logicprogram returns to the beginning 35-4. Alternatively, if the speed isgreater than 0 and the local time is after sunset, the logic system nextqueries if there is a current violation 38-4. If there is a concurrentviolation (current violation not equaling null), there is an automaticincrease 38-5 to the concurrent violation deduction from the DriverSafety Rating. If there is no concurrent violation 38-4, a new violationis assessed for the time of day violation 38-6 and the type, i.e.,severity, of violation is in this example illustrated to be determinedby the acceleration 38-7 of the vehicle. As an example, if the vehicleis speeding (current violation not equaling null), there is an automaticsurcharge 38-5 to the driver safety rating. If there is no currentviolation, there is a new violation assessed, but the if the vehicle isslowing down or at a constant speed (acceleration equal or less than 0)the driver safety rating penalty may be less than if the vehicle isaccelerating.

FIG. 14 illustrates the logic steps for continued evaluation of the timemarked GPS and vehicle speed data in correlation with a separate database containing road sign information to verify, for example, that thevehicle has been operated in compliance with a stop sign. In thisexample, the logic system determines the route of the vehicle takenduring the trip 39-1 and all stop signs located on a separate databasecorrelated with the GPS information are identified. The operation(OBD-II) data for the vehicle is then correlated with the stop signlocations 39-2. If there is a stop sign 39-3 the logic program looks atvehicle operation within a specified distance before the stop sign 39-4and particularly the vehicle speed 39-6. If the lowered speed is 0, thelogic program determines the vehicle stopped in compliance to the stopsign and there is no violation. If the vehicle speed does not slow to 0at any location “nearer than ‘X’ ft from stop sign”, the logic programassesses a violation 39-7 based upon failure to stop in compliance withthe sign. The violation type, i.e. severity, is determined depending onthe lower speed value 39-8. For example the penalty to the driver safetyrating will be less if the logic programs determines a “rolling stop” incontrast to the vehicle never slowing below 30 mph, i.e., “running astop sign”. The logic program then returns to the point 39-2 fordetermining if there is another stop sign.

FIG. 15 illustrates the logic steps of an embodiment of the inventionwherein the Driver Safety Rating (DSR) is calculated for an individualtrip. In the illustrated example, the logic program evaluates theviolations assessed for the specific trip 10-1 and calculates the DSRdeduction 10-2. For example, has the driver previously or frequentlyviolated stop signs and has the driver violated stop signs in thecurrent trip now being evaluated? A deduction. e.g., surcharge 10-3 isapplied to the current trip DSR based upon noted persistence inviolations. The DSR for the current trip is calculated based upon thespecific violations 10-4 assessed during the current trip. A totaldriver safety rating is calculated 10-5 based upon the relative durationof speed violations in the current trip, the relative duration withinthe current trip that the vehicle was operated over a selected speed andafter sunset, the relative duration of the trip that acceleration wasabove a specified rate while the vehicle was moving at a specified speeddetermines a persistence or frequency factor for the assessed violationof the specific trip 10-2.

FIG. 16 illustrates the logic steps for deduction of penalty points fromthe DSR. The deduction of penalty points is “for violations on thistrip”. The violations are first collected 10-6. The logic program canreview the trip information and collect each violation 10-7 & 10-8. Adeduction is made for each violation 10-9. The logic program alsodetermines if each violation is the last violation of a series ofconsecutive violations 10—10. If yes, the time duration of theconsecutive violation is calculated 10-11. The persistence for theviolation proportional to the duration of the consecutive violation iscalculated 10-12.

FIG. 17 illustrates the deduction of past penalty points from acalculated DSR for a separate and later driving event. The logic programobtains persistent deductions for the specific driver 10-15. A deductionis applied for each persistent violation 10-16. Past violations aredeemed to be “persistent violations” if there is a sufficient (andvariable) time correlation between the past violation and the violationof the current trip being evaluated. There must be a time overlap or“intersect”.

FIG. 18 illustrates the application of past penalties utilizingweighting scheme based upon penalty weight inverse to elapsed time.Again, however, only violations within or “inside” a specified time zoneare deemed to be persistent violations and factored into the DSR for thecurrent trip.

In addition to selection of identifiable vehicle operators, theinvention will allow for recording and evaluation of multiple separatetrips by a selected driver. The separate trips can be separated by tripsof longer than a specified duration, trips in which there are multiplebraking events per selected period of time, trips on weekends or atnight, in contrast to morning commutes. Also the trips may be separated,evaluated and contrasted over time. Of course, numerous other variationsmay be implemented and are within the scope of this invention. It willbe readily appreciated that changes in sequentially recorded vehiclespeed can be used to calculate the rate of vehicle acceleration. SeeFIG. 8. Changes of vehicle position between intervals where there is norecorded vehicle speed, particularly in conjunction with immediate priorde-acceleration, may indicate that the vehicle is skidding. Minimalchange in vehicle position relative to rapid acceleration may indicatethe vehicle is being operated without sufficient traction, i.e.,“spinning the wheels” or “pealing rubber”.

Operation of the vehicle without headlights, changes in vehicledirection without turn signals, etc. may also be recorded. The frequencyand degree of changed vehicle direction per unit of distance traveledcan indicate lane weaving or, alternatively, driving on a winding road.The vehicle speed, calculated rate of acceleration/de-acceleration,number and duration of brake activation can all be correlated to assessthe operator's performance and driving behavior. Frequent changes invehicle speed and braking events may be indicative of aggressive drivingsuch as tail gating slower moving traffic and lane weaving. Since thedata is collected centrally, comparisons can be made between drivers anddriver profile types can thus be created.

In one embodiment of the invention, the evaluation of data comprisesevents of vehicle speed, compliance with traffic signs and signals,vehicle acceleration and time of day. See FIG. 10

It will be further appreciated that evaluation of these additional oralternative variables will require minimal adjustment to the logic flowdiagrams (FIGS. 3 through 18). For example, driving after selected timeson Friday and Saturday evenings may be rated independent of othervariables since these times are statistically the most dangerous times.Again, the time of vehicle operation, and designation of the driver,will be included in the data set for the preferred embodiment.

FIGS. 19A, 19B, 19C and 19D comprise a table of actual recorded timemarked speed data and assessed violation/penalty utilizing an embodimentof the invention. FIGS. 19A through 19D comprise a table of data pointscollected from an actual motor vehicle trip 19-1 utilizing OBDII and GPScomponents, and evaluated 19-2 by the subject invention. The tablepresents only collected data points in which a speed violation 19-6 wasrecorded. It will be appreciated that the table could present vehiclespeed information for each sequential data point regardless of an excessspeed event (or other recorded vehicle operation characteristic). In theevent depicted in FIGS. 19A through 19D, the trip started at a timeprior to 1:55:29 PM on Dec. 29, 2003. The vehicle speed was collectedevery 2-seconds and the vehicle position was also recorded at the same 2second intervals. Both recording devices utilized atomic clocks toregulate time intervals and synchronization. The speed limit information19-4 applicable to the specific road and location traveled was recordedin the CPU evaluating the data. The actual vehicle location was derivedby the GPS supplied information.

For the driving event (“trip”) subject of FIG. 19, the identity of thedriver is disclosed. The actual speed is recorded and compared to theposted speed limit for each time marked interval.

A driver safety rating (DSR) 19-8 is established upon the evaluation ofthe data. In the driving event subject of FIG. 19, only driving speedhaving been recorded as exceeding the pre-selected criteria, i.e.,posted speed limit has been displayed. (See for example 19-3, 19-5 &19-6.)

In the embodiment of the invention illustrated by FIG. 2, a driversafety rating is established by first evaluating the recorded data ofFIG. 1 in accordance with a formula and subtracting the resultingnumerical value (σ) from 100 where 100 represents optimally safe motorvehicle operation. The formula utilized in this embodiment is:σ=(V ² −L ²)/(L·x) where

-   -   σ=driver safety rating speed violation deduction    -   V=vehicle speed recorded from OBDII    -   L=posted speed limit obtained from a GIS database utilizing the        GPS location stamp for the data interval.    -   x=adjustment factor to normalize the deduction to a basis DSR of        100.        As stated above, the driver safety rating (DSR)=100−σ.

In another embodiment, the product of the calculation can be adjusted bya factor (μ) where μ=an adjustment factor for traffic conditions,weather conditions or time of day. It will be readily appreciated thatoperation of a vehicle at a speed in excess of the posted limit may besubject to a greater penalty or evaluative numerical significance ifoccurring in rain, icy conditions, nighttime, etc. Other factors whichmay justify a further adjustment criteria would include operating avehicle in excess of the posted speed in a school zone, during rush houror on roads that have statistically higher accident rates.

It will be further appreciated that the information contained in thetable comprising FIGS. 19A through 19D illustrates the one datacollection sequence that may utilized and recorded on the transferableelectronic memory media and downloaded to a separate CPU.

FIG. 20 illustrates the home page displayed to a user of an embodimentof the invention that incorporates the logic flow sequences illustratedin FIGS. 2 through 18 herein.

FIG. 21 illustrates the log in page displayed 21-1 to a user of anembodiment of the invention.

FIG. 22 illustrates the screen page displayed to the user 22-1 afterlogging into the invention allowing the user to select 22-2 amongmultiple drivers having recorded driving data uploaded within thedatabase of the invention.

FIG. 23 illustrates the screen display allowing the user to view variousdriving events 23-1 of the selected driver 23-2 that are within theinvention database and for which a Driver Safety Rating 23-3 has beencomputed.

FIG. 24 illustrates the screen display providing the type of violation24-1 and computed DSR 24-2 for each violation type for a selected trip24-3.

FIG. 25 illustrates the screen display of evaluated trip data 25-1.25-2, & 25-3 derived from the matrix of time and location marked data.FIG. 25 is a presentation of information of the type of information ofFIGS. 19A through 19D as it may appear on a user's computer screen.

FIG. 26 illustrates a map of the actual travel of the vehicle asrecorded and evaluated based upon several data bases utilizing the timemarked and location marked data. FIG. 26 is a presentation of the GPSdata 26-1A, 26-1B, 26-1C, 26-2 & 26-3, collected as part of the data setforth in FIG. 25, as it may appear on the user's computer screen andillustrating the actual route of vehicle travel. The designated path oftravel may be further color coded 26-4 or otherwise marked to show thespecific location of the event of excess speed or other characteristicincluded in the evaluation determining the driver safety rating.

FIG. 27 is a representation of the display screen of the inventionshowing the streets 27-1 traveled during a selected driving event aswell as the time 27-2A & 27-2B and speed limit 27-3. The screen can bemodified to incorporate other information.

Looking at FIGS. 8 and 9, it will of course be appreciated thatsequential data of speed can be used to calculate the rate ofacceleration. This can be either a positive or negative value with anegative value indicating de-acceleration. In one embodiment of theinvention, the evaluation of data may utilize the following formula:Φ=(a−0.6)/(L·y) andA−(V₁−V₂)/t

-   -   where    -   Φ=driver safety rating acceleration deduction    -   V₁=vehicle velocity from the pervious time interval recorded        from OBDII    -   V₂=vehicle velocity from the current time interval recorded from        OBDII.    -   t=time increment between data points    -   L=speed limit    -   y=adjustment factor to normalize the deduction to a basis driver        safety rating of 100.    -   0.6=threshold G-Force above which violations are recorded.

As with speed, the acceleration factor may be subject to a furtheradjustment (μ) for traffic, road or weather conditions as well as fortime of day, etc.

In another embodiment, the rating may include the operator's adherenceto traffic control signs and traffic signals (φ). This embodiment willrequire synchronized GPS and OBDII data. An example of application ofthis capability would be failure of the vehicle to stop at a geographiclocation, as determined by the combined and time synchronized GPS andOBDIl data, known to be controlled by a stop sign. This can be viewed asan enhancement of the tracking speed with posted speed limits.

Yet another embodiment may utilize a separate factor (β) for travel atnight or at determined road locations known to have greater accidents.Travel on Interstate highways traversing relatively sparsely populatedand un-congested area may understandably present different operatingchallenges and demands than equal mileage driven in congested urbanstreets and expressways with great traffic density, frequently mergingtraffic and changing traffic speed. Similarly, the drivers' behavior, aswell as driving skill, can be measured by the information metrics of thetype depicted in FIG. 1.

In yet another embodiment, the driver safety rating will be weighted toreflect the number of separate operating events or the cumulativevehicle operation marked data that is incorporated in the rating. Arating that is a product of the evaluation of numerous events can beexpected to have a greater accuracy or greater predictive values forother or future behavior.

The driver safety rating comprising an evaluation of multiple factors,e.g., speed, rate of acceleration, sign adherence and time ofday/location, will be an integration of the recorded and derivedfactors. In one embodiment, the DSR will be a deduction of the evaluatednumerical value from a beginning 100 score. The numerical value willfirst require computation of the DSR for each time-marked interval,e.g., each two second interval for which OBDII, GPS, etc., data iscollected for evaluation.

In a simple calculation involving the four variables listed above, eachvariable can be given equal weight (with or without incorporatingmodifying factors such as μ). In that case, the deduction for each timeinterval (DSR_(INTERVAL)) can simply be expressed as the average of thefour values for that interval.DSR _(INTERVAL)=(σ+Φ+φ+β)/4

The DSR_(TRIP) will then be:

 DSR _(TRIP)=100−(ΣDSR _(INTERVAL))/t

The invention includes altering or adding additional variables andvarying the evaluation as may be selected utilizing recorded anduploaded data of vehicle operation as taught by this invention.

The evaluation process can also discard old or “stale” information thatmay be expected to no longer have significant predictive value. Thecriteria for discarding data may be a time function only, or incorporatethe quantity of later data collected. The evaluation process can alsoincorporate a persistence factor for events of selected significance.These may be events of driving at speeds in excess of 20 mph over theposted speed limit. The rating evaluation process may retain the data ornumerical values for a longer duration than data or values pertaining todriving less than 10 mph above a posted speed limit. This process canutilize the “severity” value listed in the table of FIGS. 19A through19D.

Additional variable factors that may subject of analysis include thenumber of changes in rate of acceleration (including de-acceleration)per linear distance traveled, number of changes in vehicle direction perlinear distance traveled, use of seat belts, turning signals, activationof ABS or SRS systems, etc.

The evaluation can also include quantitative assessments, such as anevaluation based upon changes in vehicle direction, determined fromsteering wheel movement, time, and vehicle speed. This can be correlatedwith GPS data for validation as indicated above. The data can then befurther qualitatively assessed for excessive speed during turningevents, excessive lane changes, etc. The qualitative assessment caninclude assigning numerical values for events. Events can be qualitativedistinguished, i.e., an event of excessive driving speed, an eventtriggering the ABS or SRS system, could have a differing impact than anevent of failure to activate turning signals.

An additional embodiment could include measurement of driver performancefor a driving event or for operation per hour. The measurement can bestored and supplemented by additional driver specific driving events.Therefore changes in driver behavior over time can be evaluated, therebyproviding a current, accurate assessment of behavior. With progressionof time or collected events, it may be possible or advantageous todelete early events and data.

This specification is to be construed as illustrative only and is forthe purpose of teaching those skilled in the art the manner of carryingout the invention. It is to be understood that the forms of theinvention herein shown and describe are to be taken as the presentlypreferred embodiments. As already stated, various changes may be made inthe shape, size and arrangement of components or adjustments made in thesteps of the method without departing from the scope of this invention.For example, equivalent elements may be substituted for thoseillustrated and described herein and certain features of the inventionmay be utilized independently of the use of other features, all as wouldbe apparent to one skilled in the art after having the benefit of thisdescription of the invention.

Further modifications and alternative embodiments of this invention willbe apparent to those skilled in the art in view of this specification.

1. A method for rating driver behavior and operating performanceutilizing recorded time related data of motor vehicle operationcomprising: a. electronically recording time marked data at regularperiodic intervals comprising engine start; ii. vehicle speed; iii.engine stop; b. uploading the data to a CPU; c. determining an excessspeed event by the steps comprising i. determining a first time markeddata point recording speed in excess of selected limits; ii. determiningany sequentially recorded data points of speed in excess of selectedlimits to determine a time duration of the excess speed event; iii.evaluating the amount of excess speed for each sequentially recordeddata point; iv. evaluating the speed event based upon the time durationand the amount of the speed in excess of the limit; d. repeating step cfor each next non-sequential data point to determine a separate excessspeed event; e. determining the duration of the trip; f. evaluating theexcess speed events in relation to the trip duration; and g. recordingthe evaluation of the speed events, the trip duration and tripidentifier.
 2. The method of claim 1 further comprising the steps of: a.recording a GPS vehicle position for each recorded time marked datapoint; and b. evaluating the excess speed events with the vehiclelocation at the time of the event.
 3. The method of claim 1 furthercomprising the step of evaluating the excess speed events in terms ofthe time of day.
 4. The method of claim 1 further comprising the step ofevaluating the excess speed events in terms of a driver history.
 5. Themethod of claim 1 further comprising the steps of: a. recording a GPSvehicle position for each recorded time marked data point; b.determining the distance of the trip c. evaluating the excess speedevents with the trip distance.
 6. The method of claim 1 wherein theevaluation comprises computing a numerical value for the excess speedevent.
 7. The method of claim 6 wherein the evaluation comprises thesteps of: a. Computing a driver safety rating speed violation deductioncomprising the following steps: i. squaring the recorded speed to obtaina first product; ii. squaring the selected speed limit to obtain asecond product; iii. subtracting the second product from the firstproduct to obtain a third product; iv. determining a first adjustmentfactor; v. multiplying the first adjustment factor by the selected speedlimit to obtain a first normalized value; vi. dividing the third productby the first normalized value to obtain a driver safety rating speedviolation deduction b. repeating steps i through vi for each recordedspeed value; c. computing the sum of driver safety rating speedviolation deductions to obtain a gross speed violation deduction; d.dividing the gross speed violation deduction by the total number ofrecorded speed events to obtain the driver safety rating speed violationdeduction; e. subtracting the driver safety rating speed violationdeduction from 100 to obtain a trip Driver Safety Rating.
 8. The methodof claim 7 further comprising multiplying the first adjustment factor bya second adjustment factor wherein the second adjustment factor is anassigned value for at least one variable selected from a groupconsisting of road condition, traffic volume, weather condition, andtime of day.
 9. The method of claim 1 further comprising utilizing aplurality of time marked vehicle speeds to compute at least one vehicleacceleration rate.
 10. The method of claim 9 further comprisingdetermining events of acceleration rates in excess of selected limits.11. The method of claim 9 further comprising: a. using each twosequential time marked data points of vehicle speed to compute the rateof vehicle acceleration; b. determining events of rates of accelerationin excess of selected limits from each two sequential data points; c.computing each duration of continued excess acceleration events fromsequential data points having rates of acceleration in excess of theselected limits; d. evaluating the amount and duration of events ofexcess accelerations; the excess acceleration event value, and the tripdistance; and e. recording the excess rate of acceleration value. 12.The method of claim 11 further comprising computing a numerical valuefor each excess acceleration event based upon the time duration and theamount of the rate of acceleration in excess of the limit.
 13. Themethod of claim 11 further comprising the steps of: a. recording a GPSvehicle position for each recorded time marked data point; b. evaluatingthe excess acceleration events with the vehicle location; c. determiningthe distance of the trip; and d. evaluating the excess accelerationevents with the trip distance.
 14. The method of claim 11 wherein theevaluation comprises the following steps: a. Computing a driver safetyrating speed violation deduction comprising the following steps: i.squaring the recorded speed to obtain a first product; ii. squaring theselected speed limit to obtain a second product; iii. subtracting thesecond product from the first product to obtain a third product; iv.determining a first adjustment factor; v. multiplying the firstadjustment factor by the selected speed limit to obtain a firstnormalized value; vi. dividing the third product by the first normalizedvalue to obtain a driver safety rating speed violation deduction; b.repeating steps i through vi for each recorded speed value; c. computingthe sum of driver safety rating speed violation deductions to obtain agross speed violation deduction; d. dividing the gross speed violationdeduction by the total number of recorded speed events to obtain thedriver safety rating speed violation deduction; e. computing a driversafety rating acceleration violation deduction comprising the followingsteps: f. subtracting a selected threshold G-Force from the excess rateof acceleration value to obtain a fourth product; g. determining anacceleration adjustment factor; h. multiplying the accelerationadjustment factor by the selected speed limit to obtain a secondnormalized value; i. dividing the fourth product by the secondnormalized value to obtain a driver safety rating acceleration violationdeduction; j. repeating steps i through iv for each recorded excess rateof acceleration value; k. computing the sum of driver safety ratingacceleration violation deductions to obtain a gross accelerationviolation deduction; l. dividing the gross acceleration violationdeduction by the total number of recorded acceleration events to obtainthe driver safety rating acceleration violation deduction; and m.subtracting the driver safety rating acceleration violation deductionfrom 100 to obtain a trip Driver Safety Rating.
 15. The method of claim14 wherein the selected threshold G-Force is 0.6.
 16. The method ofclaim 14 further comprising multiplying the acceleration adjustmentfactor by a fourth adjustment factor wherein the fourth adjustmentfactor is an assigned value for at least one variable selected from agroup consisting of road condition, traffic volume, weather condition,and time of day.